JP2006248466A - Power output device, automobile mounted therewith, and control method for power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress transmission shock during shifting of a transmission while suppressing overcharge of an electricity storage device. <P>SOLUTION: In the automobile, a first motor, an engine, and a drive shaft are connected to a sun gear, a carrier, and a ring gear of a planetary gear mechanism, and the drive shaft is connected to a second motor via the transmission. In control of the engine, the two motors, and the transmission, when upshifting the transmission in a state of outputting positive torque from the second motor, and torque transmitted to the drive shaft from the second motor declines (when a flag F1 for determining a torque phase is a value 1), by reducing a target rotational frequency Ne* of engine, and reducing a torque command Tm1* (negative torque) of the first motor, direct transmission torque directly transmitted from the engine to the drive shaft via the first motor is increased, and a torque command Tm2* added with positive predetermined torque Tup is set such that electric power generated by the first motor following the increase of the direct transmission torque is used in the second motor (S200-S260). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output apparatus that outputs power to a drive shaft, an automobile that is mounted with the power output apparatus and that travels with an axle connected to the drive shaft, and a control method for the power output apparatus.

Conventionally, as this kind of power output device, it is mounted on a hybrid vehicle, an engine, a planetary gear mechanism in which a carrier is connected to a crankshaft of the engine and a ring gear is connected to a drive shaft, and a sun gear of this planetary gear mechanism. Has been proposed that includes a first motor generator connected to the first motor generator, a second motor generator connected to the drive shaft via a transmission, and a battery that exchanges power with the first and second motor generators. (For example, refer to Patent Document 1). In this device, when changing the gear position of the transmission, if the change state of the gear ratio is in the torque phase state after the start of the shift, the torque transmitted from the engine to the drive shaft via the first motor generator is increased. As a result, the torque drop on the drive shaft can be mitigated.
Japanese Patent Laid-Open No. 2004-203220

  In the power output apparatus of the type described above, if the torque transmitted from the engine to the drive shaft via the first motor generator is increased, the power generated by the first motor generator also increases. Although the battery is charged, depending on the state of the battery, excessive power may be input to the battery and the battery may be overcharged.

  The power output device of the present invention, the vehicle equipped with the power output device, and the control method of the power output device are output to the drive shaft when changing the transmission gear ratio while preventing excessive electric power from being input to the power storage device. One of the purposes is to suppress a decrease in driving force. In addition, the power output device of the present invention, the automobile equipped with the power output device, and the control method of the power output device more reliably suppress the reduction of the driving force output to the drive shaft when changing the transmission gear ratio. One of the purposes is to do.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When the driving force transmitted from the motor to the drive shaft is reduced due to the change of the gear ratio in the transmission transmission means during the output of the positive driving force from the electric motor, the electric power power input / output means The internal combustion engine and the electric power drive input / output means are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the internal combustion engine increases, and the electric power drive input / output means is increased by the increase of the direct drive power. And a gear ratio change time control means for controlling the electric motor and the gear transmission means so that at least part of the electric power generated by the electric motor is consumed by the electric motor.

  In the power output device according to the present invention, when the driving force transmitted from the motor to the drive shaft is reduced due to the change of the gear ratio in the transmission transmission means while the positive driving force is being output from the electric motor, The internal combustion engine and the power drive input / output means are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the power input / output means is increased, and the power drive input / output means generates power by increasing the direct drive force. The electric motor and the shift transmission means are controlled so that at least a part of the electric power to be consumed is consumed by the electric motor. Therefore, it is possible to suppress a reduction in the driving force output to the drive shaft when changing the gear ratio of the transmission transmission unit while suppressing an excessive amount of electric power from being input to the power storage unit. In addition, since at least a part of the electric power generated by the electric power drive input / output means is consumed by the electric motor, the driving force output to the drive shaft is reduced by the driving force output from the electric motor with this electric power consumption. It can suppress more reliably.

  In such a power output apparatus of the present invention, it is assumed that the drive ratio transmitted from the electric motor to the drive shaft is reduced when the speed change ratio changing control means changes the speed change ratio in the speed change transmission means in the speed increasing direction. It can also be a means for controlling. By so doing, it is possible to suppress a decrease in the driving force output to the drive shaft when the speed ratio is changed in the speed increasing direction.

  Further, in the power output apparatus of the present invention, the speed ratio change time control means increases at least a part of the electric power generated by the power power input / output means by increasing the driving force output from the electric motor by a predetermined driving force. Can be a means for controlling the motor to be consumed by the motor. In this way, at least a part of the electric power generated by the electric power driving input / output means due to the increase of the direct driving force can be consumed by the electric motor by simpler processing.

  Furthermore, in the power output apparatus of the present invention, the speed change transmission means is a means capable of changing a speed ratio by changing an engagement state of an engagement member, and the speed ratio change time control means is the direct drive. The engagement state of the engagement member is adjusted based on the driving force output from the electric motor when at least part of the electric power generated by the electric power input / output means is consumed by the electric motor due to the increase in force. It can also be a means for controlling the shift transmission means.

  In the power output apparatus of the present invention, the gear ratio change time control means is a means for controlling that the driving force transmitted from the electric motor to the drive shaft decreases from the start to the end of the torque phase. It can also be. In this case, the gear ratio change time control means receives the driving force transmitted from the electric motor to the drive shaft from when the gear ratio change instruction is given until a predetermined time elapses until the inertia phase starts. It can also be a means to control as being lowered. In this way, it is possible to more easily determine the start and end of the torque phase.

  In the power output apparatus of the present invention, the speed ratio change time control means may be means for increasing the direct drive force by changing torque input / output from / to the power power input / output means. it can. In this case, the gear ratio change time control means may be means for increasing the direct drive force with a change in the rotational speed of the internal combustion engine.

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is input / output to any two of the three shafts. It is also possible to provide a means comprising three-axis power input / output means for inputting / outputting power to the remaining one shaft based on the power to be generated and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor A counter-rotor motor that rotates by relative rotation with the second rotor may also be used.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, an electric motor capable of inputting / outputting power, and a changeable gear ratio Shift transmission means for transmitting power between the rotating shaft of the motor and the drive shaft, power input / output means, power storage means capable of exchanging power with the motor, and positive driving force from the motor. When the driving force transmitted from the electric motor to the drive shaft is reduced due to the change of the transmission gear ratio in the transmission transmission means during the output, the internal combustion engine is connected to the internal combustion engine via the electric power input / output means. Drive shaft The internal combustion engine and the power drive input / output means are controlled so that the direct drive force directly transmitted increases, and at least a part of the power generated by the power drive input / output means by the increase of the direct drive power is The gist of the invention is that a power output device comprising a gear ratio change time control means for controlling the electric motor and the transmission transmission means to be consumed by the electric motor is mounted, and the vehicle is driven with an axle connected to the drive shaft.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as the power output device of the present invention, for example, excessive electric power is input to the power storage means The effect of being able to suppress a decrease in the driving force output to the drive shaft when changing the speed ratio of the speed change transmission means while suppressing the drive, and the drive shaft when changing the speed ratio of the transmission An effect that can more reliably suppress a decrease in the driving force output to the output can be obtained.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a power storage means,
When the driving force transmitted from the motor to the drive shaft is reduced due to the change of the gear ratio in the transmission transmission means during the output of the positive driving force from the electric motor, the electric power power input / output means The internal combustion engine and the electric power drive input / output means are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the internal combustion engine increases, and the electric power drive input / output means is increased by the increase of the direct drive power. The gist of the present invention is to control the electric motor and the shift transmission means so that at least a part of the electric power generated by the electric motor is consumed by the electric motor.

  According to the control method of the power output device of the present invention, the driving force transmitted from the electric motor to the drive shaft in accordance with the change of the transmission gear ratio in the transmission transmission means while the positive driving force is being output from the electric motor. When the power decreases, the internal combustion engine and the power drive input / output unit are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the power drive input / output unit is increased. The electric motor and the shift transmission means are controlled so that at least a part of the electric power generated by the input / output means is consumed by the electric motor. Therefore, it is possible to suppress a reduction in the driving force output to the drive shaft when changing the gear ratio of the transmission transmission unit while suppressing an excessive amount of electric power from being input to the power storage unit. In addition, since at least a part of the electric power generated by the electric power drive input / output means is consumed by the electric motor, the driving force output to the drive shaft is reduced by the driving force output from the electric motor with this electric power consumption. It can suppress more reliably.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. Both the motors MG1 and MG2 are driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the electronic control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when changing the gear ratio of the transmission 60 will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the remaining capacity SOC of the battery 50, input / output limits Win and Wout of the battery 50, the gear ratio Gr of the transmission 60, and the like are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, which is calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. As the remaining capacity SOC, a value calculated by the battery ECU 52 based on the charge / discharge current of the battery 50 detected by the current sensor is input from the battery ECU 52 by communication. The input / output limits Win and Wout are set by the battery ECU 52 based on the remaining capacity SOC, the battery temperature Tb, and the like, and are input from the battery ECU 52 by communication. The gear ratio Gr of the transmission 60 is basically set such that either the gear ratio Ghi of the Hi gear or the gear ratio Glo of the Lo gear is the gear ratio Gr based on the state of the gear when the transmission ratio is changed. It is assumed that the gear ratio Gr is input as the gear ratio Gr, which is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b based on the input accelerator opening Acc and the vehicle speed V and the engine 22 to output. The required power Pe * is set (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived from the stored map and set. An example of the required torque setting map is shown in FIG. Further, the required power Pe * is set by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and calculated by the sum of the charge / discharge required power Pb * of the battery 50 and the loss Loss. did. The charge / discharge required power Pb * can be set based on the remaining capacity SOC and the accelerator opening Acc.

  When the required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * and an operation line for operating the engine 22 efficiently (step S120). FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operation line and a curve with a constant required power Pe * (= Ne * × Te *).

  Next, it is determined whether the transmission gear ratio of the transmission 60 is being changed (during gear shifting processing) (step S130), and when it is determined that the gear shifting processing is not being performed, the gear ratio of the transmission 60 is changed. It is determined whether a shift request is made (step S140). Here, in the embodiment, the shift request is made at a predetermined timing based on the required torque Tr *, the vehicle speed V, and the current gear state of the transmission 60. When it is determined that the shift process is not being performed and no shift request is made, a value 0 is set to the adjustment torque Tset (step S150). Here, the adjustment torque Tset is for adjusting the torque output from the motor MG2, and details thereof will be described later.

  Then, using the set target rotational speed Ne *, the rotational speed Nr (= k · V) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is set and a torque command Tm1 * of the motor MG1 is set by the following equation (2) based on the set target rotational speed Nm1 * and the current rotational speed Nm1 (step S250). FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term. The two thick arrows on the R axis in FIG. 6 indicate that the engine 22 is operated at the target rotation speed Ne * and target torque Te * operating points while receiving reaction force (downward torque on the S axis) by the motor MG1. Torque Te * output from the engine 22 when it is operated (hereinafter referred to as direct torque Ter (= −Tm1 * / ρ)) and torque output from the motor MG2. Tm2 * indicates the torque acting on the ring gear shaft 32a.

Nm1 * = (Ne * ・ (1 + ρ) -k ・ V) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * -Nm1) + KI∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are set, a request is made based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the transmission 60. In order to apply the torque Tr * to the ring gear shaft 32a, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the following equation (3) (step S260). Equation (3) can be easily derived based on the alignment chart of FIG. Based on the input / output limits Win and Wout of the battery 50, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2, the following expressions (4) and (5) To calculate torque limits Tm2min and Tm2max as lower and upper limits of torque that may be output from the motor MG2 (step S270), and compare the smaller of the temporary motor torque Tm2tmp and the torque limit Tm2max with the torque limit Tm2min. The larger of the two is set as the torque command Tm2 * for the motor MG2 (step S280). Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tset (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S290), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S140 that a shift request is made, it is determined whether the shift request is an upshift request for changing the gear state of the transmission 60 from Lo gear to Hi gear (step S160). If it is determined that the shift request is an upshift, an upshift process is started (step S170). The upshift process is performed by executing the upshift process illustrated in FIG. Hereinafter, the description of the drive control routine of FIG. 3 will be interrupted, and the upshift process will be described.

  In the upshift process, the CPU 72 of the hybrid electronic control unit 70 first inputs the currently set torque command Tm2 * of the motor MG2 (step S300), and starts disengaging the brake B2 (step S310). ) The friction engagement of the brake B1 is started (step S320), and it is determined whether or not the input torque command Tm2 * is larger than a predetermined torque Tref (for example, 4 N · m) (step S330). When it is determined that the torque command Tm2 * is not greater than the predetermined torque Tref, that is, not more than the predetermined torque Tref, the vehicle speed V and the rotational speed Nm2 of the motor MG2 are input (step S340), as shown in the following equation (6) The motor after the gear ratio is changed (after the gear change) by multiplying the rotation speed Nr (= k · V) of the ring gear shaft 32a obtained by multiplying the input vehicle speed V by the conversion factor k with the gear ratio Ghi of the Hi gear. The motor speed Nm2 * of MG2 is calculated (step S350), and after waiting for the input speed Nm2 to reach the vicinity of the calculated motor speed Nm2 * after the shift (step S360), the brake B1 is completely engaged. (Step S480), and the process ends. On the other hand, when it is determined that the torque command Tm2 * is larger than the predetermined torque Tref, the process waits until a predetermined time elapses after the upshift process is started (step S370), and sets a value 1 to the flag F1 (step S370). Step S380). The flag F1 is set to 0 by an initialization routine (not shown) when upshift processing is started. The predetermined time is for determining the start of the torque phase generated in the process of releasing the brake B2 and engaging the brake B1, and the predetermined time was determined experimentally in advance. Accordingly, the setting of the flag F1 from the value 0 to the value 1 means the start of the torque phase. Then, the torque command Tm2 * of the motor MG2 is input (step S390), and the inertia is adjusted while adjusting the engagement force of the brakes B1 and B2 so that the torque command Tm2 * increases as the torque command Tm2 * increases based on the input torque command Tm2 *. Waiting until the phase is started (step S410), the flag F1 is returned from the value 1 to the value 0, and the value 1 is set in the flag F2 (step S420). Since the start of the inertia phase means the end of the torque phase, setting the flag F1 from the value 1 to the value 0 means the end of the torque phase. The flag F2 is also set to 0 by an initialization routine (not shown) when the upshift process is started. Accordingly, the setting of the flag F2 from the value 0 to the value 1 means the start of the inertia phase. Whether or not the inertia phase has started can be determined based on a change in the rotational speed Nm2 of the motor MG2 (for example, a difference between the current rotational speed Nm2 of the motor MG2 and the previous rotational speed). . Then, the vehicle speed V and the rotational speed Nm2 of the motor MG2 are input (step S430). Based on the input vehicle speed V and the gear ratio Ghi of the Hi gear, the motor rotational speed Nm2 * after the shift according to the above equation (6). (Step S440), and the frictional engagement of the brake B1 reduces the rotational speed Nm2 of the motor MG2 to a rotational speed obtained by adding a predetermined value α to the motor rotational speed Nm2 * after the shift (the rotational speed immediately before the end of the shift). (Step S450), the flag F2 is returned from the value 1 to the value 0 (step S460) because the inertia phase is completed, and the rotation speed Nm2 of the motor MG2 reaches the vicinity of the motor rotation speed Nm2 * after the shift. (Step S470), the brake B1 is completely engaged (step S480), and the upshift process is terminated. An example of a collinear diagram of the transmission 60 during upshifting is shown in FIG. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown. As shown in the figure, in the Lo gear state, the brake B2 is on and the brake B1 is off. In this state, when the brake B1 is frictionally engaged while the brake B2 is gradually turned off, when the positive torque is being output from the motor MG2, the rotational speed tends to increase due to the positive torque, but the friction As a result, the rotational speed of the motor MG2 decreases. Then, when the rotational speed Nm2 of the motor MG2 becomes close to the rotational speed Nm2 * of the Hi gear, the brake B1 can be completely engaged to change the state to the Hi gear state. At this time, in the torque phase in the process of switching on / off of the brakes B1 and B2, the torque transmitted from the motor MG2 to the ring gear shaft 32a decreases, and then the change in the rotational speed Nm2 of the motor MG2 starts and the inertia phase starts. Then, the torque transmitted from the motor MG2 to the ring gear shaft 32a is increased by the inertial inertia including the rotor of the motor MG2.

  Nm2 * ＝ k ・ V ・ Ghi (6)

  If it is determined in step S160 that the shift is not a shift request for an upshift but a shift request for a downshift that changes the gear state of the transmission 60 from Hi gear to Lo gear, a downshift process is started (step S180). In this downshift process, for example, the brake B1 is disengaged and stands by, and the motor rotation speed Nm2 * (= k ···) of the motor MG2 after changing the gear ratio from the Hi gear to the Lo gear based on the vehicle speed V. V · Glo) is calculated, and when the rotation speed Nm2 of the motor MG2 reaches the vicinity of the motor rotation speed Nm2 * after the shift, the brake B2 can be engaged.

  Returning to the drive control routine of FIG. 3, after it is determined that the shift process is being performed in step S <b> 130 of the routine executed after the upshift process or the downshift process is started or after the next time, the flag F <b> 1 is “1”. A process of determining whether or not is performed (step S190). In this process, since the flag F1 is set to a value of 1 from the start to the end of the torque phase by the upshift process of FIG. 7, the state of the transmission 60 in the upshift process is changed to the torque phase state. This is a process for determining whether or not there is. When the flag F1 is determined to be a value 1, a rate ΔNe is set (step S200), and a value obtained by subtracting the set rate ΔNe from the target rotation speed Ne * of the engine 22 previously set in this routine is a new target rotation. The number Ne * is reset and the target rotational speed Ne * divided by the target power Pe * set in step S110 is set again as a new target torque Te * (step S210), and the adjustment torque Tset is positive. Predetermined torque Tup is set (step S220), and by the processing after step S230, the target rotational speed Nm1 * of the motor MG1 and the torque command are calculated based on the target rotational speed Ne * by the above formulas (1) and (2). Tm1 * is set and the torque finger of the motor MG2 is calculated based on the adjustment torque Tset according to the equations (3) to (5) described above. Command Tm2 * is set, each set value is transmitted to engine ECU 24 and motor ECU 40, and this routine is terminated. Here, the rate ΔNe determines the extent to which the direct torque Ter is increased. For example, as the positive torque (torque command Tm2 *) output from the motor MG2 when starting the upshift process is larger, Since the range of decrease in torque transmitted from the motor MG2 to the ring gear shaft 32a is increased, the rate ΔNe can be set to be increased. Of course, a predetermined value may be set as the rate ΔNe. When the target rotational speed Ne * is decreased at the rate ΔNe, the torque command Tm1 * (negative torque) of the motor MG1 calculated by the expressions (1) and (2) based on the target rotational speed Ne * is decreased. Therefore, the direct torque Ter (= −Tm1 * / ρ) increases. Therefore, even if the torque transmitted from the motor MG2 to the ring gear shaft 32a is reduced in the torque phase during the upshift process, the reduction in the torque acting on the ring gear shaft 32a is suppressed. At this time, the electric power generated by the motor MG1 is increased by increasing the direct torque Ter, but the torque command Tm2 * of the motor MG2 is increased by the positive predetermined torque Tup and the upshift processing in step S400 of FIG. Since the engagement force of the brakes B1 and B2 is adjusted based on the torque command Tm2 * of the motor MG2, the electric power generated by the motor MG1 is consumed by the motor MG2. Therefore, excessive power is not input to the battery 50. At the same time, a decrease in torque transmitted from the motor MG2 to the ring gear shaft 32a can be suppressed by adjusting the torque command Tm2 * with the positive predetermined torque Tup. That is, the torque acting on the ring gear shaft 32a when the transmission 60 is upshifted by the direct torque Ter and the torque output from the motor MG2 can be suppressed.

  If it is determined in step S190 that the flag F1 is not a value 1, that is, a value 0, it is determined whether or not the flag F2 is a value 1 (step S230). In this process, since the flag F2 is set to a value of 1 from the start to the end of the inertia phase by the upshift process of FIG. 7, the state of the transmission 60 in the upshift process is changed to the state of the inertia phase. This is a process for determining whether or not there is. If it is determined that the flag F2 is 1, the negative predetermined torque Tdn is set to the adjustment torque Tset (step S240), and the processing from step S250 onward is performed based on the set adjustment torque Tset, and this routine is terminated. To do. On the other hand, if it is determined that the flag F2 is not the value 1, that is, the value 0, the adjustment torque Tset is set to the value 0 (step S150), and the processing after step S250 is performed based on the set adjustment torque Tset, and this routine is finish. Note that the negative predetermined torque Tdn is set to the adjustment torque Tser when the state of the transmission 60 is in the inertia phase due to the inertia of the inertia system including the rotor of the motor MG2 at the start of the inertia phase. This is because the torque transmitted from the motor MG2 to the ring gear shaft 32a becomes excessive and is suppressed.

  FIG. 9 shows changes over time in the rotational speed Nm2, torque command Tm2 *, direct torque Ter, output torque of the ring gear shaft 32a, and charge / discharge power of the battery 50 during upshifting. As shown in the drawing, after the upshift process is started at time t1 in a state where positive torque is being output from the motor MG2, the torque phase is at time t2 in the process of turning off the brake B2 and engaging the friction of the brake B1. When started, the direct torque Tor is increased by the motor MG1, and the torque command Tm2 * is increased so that the electric power generated by the motor MG1 is consumed by the motor MG2. Thereby, a decrease in torque transmitted from motor MG2 to ring gear shaft 32a in the torque phase is suppressed. In addition, since the electric power generated by the motor MG1 is consumed by the motor MG2, excessive electric power is not input to the battery 50. Thereafter, when the torque phase is completed and the inertia phase is started at time t3, the torque reaching torque Ter is returned to the original value and the torque output from the motor MG2 is reduced. Therefore, the inertial inertia including the rotor of the motor MG2 is reduced. Thus, an excessive torque is prevented from being output to the ring gear shaft 32a.

  According to the hybrid vehicle 20 of the embodiment described above, the torque transmitted from the motor MG2 to the ring gear shaft 32a is reduced as the transmission 60 is upshifted while the positive torque is being output from the motor MG2. In some cases, the motor MG1 controls the engine 22 and the motor MG1 so that the direct torque Ter directly transmitted from the engine 22 to the ring gear shaft 32a as the drive shaft is increased by the motor MG1, and accordingly, the electric power generated by the motor MG1 is the motor. Since the motor MG2 and the brakes B1 and B2 of the transmission 60 are controlled so that they are consumed by the MG2, when the transmission 60 is upshifted without inputting excessive electric power to the battery 50, it is output to the ring gear shaft 32a. It can suppress that a torque falls.

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is increased in the upshift processing, and the electric power generated by the motor MG1 is consumed by the motor MG2 along with this, but the gear state of the transmission 60 is changed. Depending on the mode, the direct torque Tor is increased in order to suppress the decrease in the torque output to the ring gear shaft 32a even in the downshift process, and the electric power generated by the motor MG1 is consumed by the motor MG2 accordingly. Also good.

  In the hybrid vehicle 20 of the embodiment, the positive predetermined torque Tup is set as the adjustment torque Tset in step S220 of FIG. 3, and the torque command Tm2 * of the motor MG2 is set based on the set adjustment torque Tset, so that the direct torque Tor is set. Although the electric power generated by the motor MG1 is consumed by the motor MG2 with the increase in the motor MG2, the adjustment torque Tset is set so that the electric power generated by the motor MG1 with the increase of the direct torque Ter is just consumed by the motor MG2. May be set. In this case, for example, the temporary torque command Tm1tmp of the motor MG1 is calculated based on the target rotational speed Ne * set in step S120 of FIG. 3 by the above-described equations (1) and (2), and the calculated temporary torque command is calculated. The difference between the torque command Tm1 * of the motor MG1 calculated in step S250 based on the target rotation speed Ne * set in step S210 in order to increase Tm1tmp and the direct torque Ter is multiplied by the rotation speed Nm1 of the motor MG1. What is necessary is just to set the adjustment torque Tset that is obtained by dividing the generated power of the obtained motor MG1 by the rotational speed Nm2 of the motor MG2 (see the following equation (7)).

  Tset = (Tm1tmp-Tm1 *) · Nm1 / Nm2 (7)

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is increased by decreasing the target torque Ne * of the engine 22 and decreasing the negative torque output from the motor MG1 (increasing the absolute value). Alternatively, the direct torque Tor may be increased by increasing the target torque Te * of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change the gear ratio with two gear stages of the Hi gear and the Lo gear is used. However, the transmission is not limited to the two gear stages, and the three gear stages. It is good also as what is set as the above gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that the operating line of the engine 22, target rotational speed Ne *, and target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of an upshift process. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of an upshift. It is explanatory drawing which shows the mode of the time change of the rotation speed Nm2, the torque command Tm2 * in the upshift, the direct torque Tor, the output torque of the ring gear shaft 32a, and the charge / discharge power of the battery 50. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39b wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery , 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion Gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When the driving force transmitted from the motor to the drive shaft is reduced due to the change of the gear ratio in the transmission transmission means during the output of the positive driving force from the electric motor, the electric power power input / output means The internal combustion engine and the electric power drive input / output means are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the internal combustion engine increases, and the electric power drive input / output means is increased by the increase of the direct drive power. A power output device comprising: a gear ratio change time control means for controlling the electric motor and the speed change transmission means so that at least part of the electric power generated by the electric motor is consumed by the electric motor.   2. The speed change ratio control means is means for controlling that the driving force transmitted from the electric motor to the drive shaft is reduced when the speed change ratio in the speed change transmission means is changed in the speed increasing direction. Power output device.   The speed change ratio control means controls the electric power generated by the electric power drive input / output means to be consumed by the electric motor by increasing the driving power output from the electric motor by a predetermined driving force. The power output apparatus according to claim 1 or 2, which is a means. The power output device according to any one of claims 1 to 3,
The shift transmission means is a means capable of changing a gear ratio by changing an engagement state of an engagement member,
The speed change ratio control means is based on the driving force output from the electric motor when consuming at least a part of the electric power generated by the electric power driving input / output means by the increase in the direct driving force. A power output device which is means for controlling the transmission means for transmission so that the engagement state of the engagement member is adjusted.   5. The power according to claim 1, wherein the speed change ratio control means is a means for controlling that a driving force transmitted from the electric motor to the drive shaft decreases from a start to an end of a torque phase. Output device.   The gear ratio change time control means assumes that the driving force transmitted from the electric motor to the drive shaft decreases from when a gear ratio change instruction is given until a predetermined time elapses until the inertia phase starts. 6. The power output apparatus according to claim 5, which is a means for controlling.   The power output apparatus according to any one of claims 1 to 6, wherein the speed change ratio control means is means for increasing the direct drive force by changing torque input / output from the power / power input / output means.   8. The power output apparatus according to claim 7, wherein the speed change ratio control means is means for increasing the direct drive force with a change in the rotational speed of the internal combustion engine.   The power power input / output means is connected to three shafts of the output shaft, the drive shaft and the third shaft of the internal combustion engine and based on the power input / output to / from any two of the three shafts. The power output apparatus according to any one of claims 1 to 8, wherein the power output apparatus comprises: a three-axis power input / output means for inputting / outputting power to / from one shaft; and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 8, wherein the power output device is a counter-rotor motor rotating by relative rotation with the two rotors.   An automobile mounted with the power output device according to any one of claims 1 to 10 and having an axle connected to the drive shaft. An internal combustion engine, electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a power storage means,
When the driving force transmitted from the motor to the drive shaft is reduced due to the change of the gear ratio in the transmission transmission means during the output of the positive driving force from the electric motor, the electric power power input / output means The internal combustion engine and the electric power drive input / output means are controlled so that the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the internal combustion engine increases, and the electric power drive input / output means is increased by the increase of the direct drive power. A method for controlling a power output device, wherein the motor and the transmission means are controlled so that at least part of the electric power generated by the motor is consumed by the motor.

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